Method for the fractional supply of fluids



Sept. 18, 1934., L. B. KIMBALL METHOD FOR THE FRACTIONAL SUPPLY OF FLUIDS Filed Feb. 3. 1932 atented Sept. 18, 1934 UNITED STATES METHOD FOR THE FRACTIONAL SUPPLY F FLUIDS LeoB.

Kimball, New Haven, Conn., assignor to.

Fuel Development Corporation, a corporation o! Delaware Application February 3, 1932, Seriall No. 590,609 Claims. (Cl.123-119) This invention relates to the manipulation of valves that are useful for various purposes where it is necessary to supply some proportionate part of an additional ingredient or fluid to a stream 5 or current of some other fluid which may be used for any desired purpose, such as liquid fuels for internal combustion engines.

My invention is particularly applicable to the supply oi iluids to intake conduits or apparatus which control the quantity and condition of fuels used forv driving internal combustion automobile engines or engines of similar` nature. My invention is also particularly useful for supplying antilrnock fluids to iuels for internal combustion engines ior driving aircraft but it may be used to supply other supplementary uids to internal' combustion engines or other devices. 4

'in the operation of internal combustion engines, certain grades of fuel have a tendency to produce a so-called knock in the engine at Ithe time of combustion ol the charge therein, especially with high compression of the charge, as in modern internal combustion engines. This is particularly the case when the engine cylinders and valves are fouled by deposits of carbon or other collections of substancesdetrimental to the emcient operation ci the engine.

The present applicant has provided an antisnoek liquid to overcome the so-called knock in automobile engines, which liquid is described and claimed in his prior 'Patent No. l,848,053, issued March l, 1932. 'lhis anti-knock liquid comprises certain mixtures of iiuids such as aniline, ethyl alcohol and butyl alcohol.

lt will be appreciated that the ocking produced in an internal combustion engine is usually at a maximum when the greatest power is being demanded cf the engine and when the throttle isv open to a point approaching its maximum opening such as when an aeroplane or automobile is traveiing at high speeds or when the latter is ascend-- ing steep grades or hills. *Under such conditions it is necessary to supply a larger amount of antimoch fluid than when the engine is running slowly as on level ground without any considerable demand for the development of power, and when idling. lt is, therei`ore, one object of the present invention to provide a method which will utilize and control a sumcient quantity of antiknock or other iluids during the development oi? high power by the engine while at other times it will utilize and control a denite amount of anti-knock fluid depending on the presence of carbon or other conditions tending to produce knock in the engine. y

For a detailed description of one form of a valve useful in my improved methods and at present deemed preferable, and as disclosed in my pending application Serial No. 589,430, led 50- January 28, 1932, reference may be had to the following specication and to the accompanying drawing forming a part thereof, in which Figure l is a schematic view in elevation of my improved valve as it may be connected with a tank for supplying the desiredanti-knock or other fluid. x Fig. 2 isa vertical, sectional view of the valve itself indicating the internal arrangement thereof. Fig. 3 is an elevational view, showing partly in section, the means lor controlling the operation of the valve.

Referring to the drawing, the numeral l indivcates a substantially cylindrical casing l, the

lower end of which is provided with a detachable and adjustable cylindrical tubular portion 2. The latter portion 2 is provided with a ange 3 at its upper end adapted to enter and be retained with. in the lower end 'oi the casing l. ln the central portion of the casing l there is also a cylindrical, tubular member d, which terminates at its lower end in a lateral flange 5 and said end is vpartly closed so as to iorm a valve seat 6. Small holes 7 are-drilled radially through the tubular niember d just above the ange 5. These holes are preferably made with a small drill such as a No. 6i) drill, so that the fluid supplied aroundthe member d may 'flow to the interior thereof. @ne or more small holes il' are also drilled through the tubular portion @i above the holes 'l to allow the escape oi air when necessary, as will hereinafter be explained. rlhe iiange 5 rests against a projection 8 on the inner surface of the cylindrical casing l and the iiange 3 contacts with the flange 5. Both of these latter parts are held in position in any suitable way, such as by the use of a screw-threaded gland-like member 9 which when screwed upward to a drm contact with the flange 3, will hold the tubular portions 2 and d rigidly in position and yet when the gland 9 is loosened, the tubular portion 2 .may be rotated axially to assume any desired angle on its axis. Within the cylindrical casing l there is also a helical compression spring l0, the lower end of which rests upon the upper surface of the flange 5 and its upper end is retained within a cap or similar retaining device ll which is forced upward by said spring 10. Within the tubular member i there is a plunger 12, the upper end of which is connected with the cap 11. A rod i3 passes through the cap 11,'the plunger l2 and a flexible diaphragm 14. The rod 13 is maintained in proper position on the cap ll and the diaphragm 14 vin any suitable way such as by the nut 15 and the washer 15. The diaphragm la is indicated as being made of some exible ilbrous material such as leather, preferably im.-

pregnated with some substance which will cause it to be substantially liquid proof. I appreciate, however, that other forms of diaphragmsand diaphragme lof other materials may be used and I do not wish to be understood to be limited to any particular material or form thereof. The diaphragm 14 is retained in position by a cover 16 through which a thimble 17 on the rod 13 passes and which closes the upper end of the cylindrical casing 1, being retained in position in any suitable manner such as by screws, as indicated in the drawing. The plunger 12 has projecting from the lower end thereof a valve member 18 which is carried on an enlarged portion of the rod 13. The valve member 18 and the rod 13 are drilled centrally and the hole therein is screw-threaded for a suitable distance, for the purpose hereinafter described. 'I'he cylindrical part 2 of the lower portion of the valve is pro--A vided with a chamber 19 and a chamber 20. These are separated from each other by an internal flange forming a partition 21, the central opening through which is of such a size as to accommodate a tapering spindle or valve member 22, that is like the tapering portion of a needle valve. This valve member 22 passes through the opening in the partition 21 and upwardly into the valve member 18 and the rod 13, where it is screw-threaded so as to be adjustably retained within said valve member and said rod. The lower end of the tapering valve member 22 enters a tube 23 having longitudinal slots 24 in its walls. These slots retain a transverse pin 25 which passes through the lower end of the valve member 22. The tube 23 is carried on an upper end of a rod 26 which passes through a stumng box 27 and gland 28. The lower end of the rod 26 is provided with a transverse pin 29 by which said rod may be manually rotated.

It will now be appreciated that when said rod 26 is rotated in either direction it will rotate the tube 23 and the valve member 22. This will cause the upper end of said valve member to enter further or be Withdrawn more from the hole in the valve member 18. 'I'his provides a means for adjusting the valve member 22 `so that the opening between said valve member and the hole in the partition 21 maybe controlled to suit various conditions demanding variations in the supply of the anti-knock fluid or other liquid being used.

The thimble 17, the rod 13, the plunger 12, the valve member 18 and the valve member 22 being all connected together, they may be caused to move vertically to any desired extent by any suitable means for so doing. In Figs. 2 and 3 I have illustrated one manner of controlling said parts.

This is a bell-crank lever having an arm 30 and an arm 31 the junction of which is mounted upon a suitable axle 32, provided at one end with an eccentric 33. The eccentric 33 serves to adjust the position of the axis of the bell crank lever 30-31 by placing it in a higher or lower position relative to the thimble 17, depending upon the angle at which the eccentric is placed. The eccentric 33 is controlled through the shaft 32 by a lever 34 adjustably mounted thereon. The oscillation of this lever obviously raises or lowers the bell-crank lever since it determines the angular relation between the bell crank lever and the said eccentric. The arm 3l is connected with any suitable controlling device such as the throttle lever or accelerator member of an aeroplane or automobile by a rod or suitable connection 35.v The arm 34 which controls the eccentric is also connected through a rod or wire 36 or other suitable connection with a knob or similar terminal member 3,7, which may be situated on the inistrument board or in any other convenient posiion.

The cylindrical casing 1 is provided with an inlet pipe for the uid used. as indicated at 38. This inlet pipe is connected with a Suitable supply of the iiuid such as the tank or reservoir 39 which is provided with the usual filling cap 40 and preferably with a pipe for producing pressure upon the surface of the uid therein as indicated at 41. This pipe may extend to any suitable point such as to the exhaust pipe of the engine if greater or variable pressure is required on the liquid other than is produced by the force of gravity.

The lower tubular portion 2 of the valve casing l is provided with an outlet pipe 42 which may extend to any point where the fluid controlled by the valve is used. When the valve is used in connection with the supply of anti-knock fluid to fuel conduits of an internal combustion engine, it should enter said conduit at a point where the fluid will be immediately mixed with the fuel. Such a point is preferably a point adjacent the carbureter just before the fuel is vaporized or atomized for passage through the intake andv throttle valve of the engine, as will be appreciated by one skilled in the art.

The operation of my improved valve may be described as follows when used in connection with the supply of an anti-knock fluid to fuel provided for driving an internal combustion engine. Assuming in the first place that the engine is idling and not supplying any power except to drive the engine, the parts will be in position substantially indicated in Fig. 2. That is, the valve member 18 will rest against its valve seat 6 and the opening in the partition 21 will be reduced to its minimum size since the valve member 22 is in its highest position. These conditions will be produced by reason of the fact that the spring 10 forces the cap 11 and the rod 13 upward to the limit of its movement without opposition. Since the pipe 38 is connected with the reservoir or tank 39, the space between the member 4 and the cylindrical casing 1 will be partly filled with fluid. Fluid will also flow through the small holes 7 into the space immediately above the valve member 18 so that said space will be substantially full of said fluid, air -being allowed to escape through the hole 7. Under normal conditions the spaces below the valve member 18 including the chambers 19 and 20 are filled. The pipe 42 will also be substantially filled with the fluid owing to previous operations of the valve.

Now, assuming that the clutch of the automobile transmission mechanism is put into operation and the throttle is opened or the accelerator is depressed, considerable pressure will be produced in the exhaust manifold of the engine. During the change in the position of the throttle or the depression of the accelerator, the motion thereof will also force the rod 35 toward the left. This will depress the arm 30 of the bell crank lever and consequently depress the rod 13 against the pressure of the spring 10. Said rod 13 being depressed, will move the valve member 18 downward and also the valve member 22.

As an incident to these motions, the plunger 12 will be depressed and since the anti-knock fluid has filled the space below said plunger, a depression of said plunger and a lowering of the valve member 18 will force the fluid out of said space below said plunger into the chamber 19. It will also be forced through the opening in the partition 21 and past the valve member 22.

Since the uid in the chamber 20 \is free to flow out through the pipe 42 to the fuel supply conduit or carbureter, the anti-knock fluid will immediately be forced into the stream of fuel being supplied to the engine. This will take place in varying degrees according to the opening of the throttle or the depression of the accelerator itself.

It will be apparent running at the highest speed or when the largest power is being demanded thereof, the pressure in the exhaust manifold will be comparatively high and therefore the pressure on the surface of the fiuid in the tank 39 will be correspondingly high. This will continue to force the anti-knock fluid through the pipe 38 into the chambers 19 and 20 and into the pipe 42 so long as the larger demand is made upon the engine, resulting from increased speed or increased power.

It will thus be appreciated that I have provided a method and a valve which will not only supply a large amount of anti-knock or similar uid to the fuel system mainly at the time when a heavy'power demand is made upon the engine, but I have provided means whereby the motion of the throttle controlling lever or the accelerator will positively and initially force a supply of the anti-knock fluid into the pipe leading to the fuel system.

It will also be apparent that I have provided means which allow easy adjustment of the parts and make the valve applicable to engines of large capacity or of relatively small capacity. To that yend the fiow past the valve member 22 is determined by the position of the said valve member relative to the valve member 18. When the rod 26 is turned counter clock-wise sufliciently to withdraw the valve member 22 downward slightly away from the valve member 18, the space around the valve member 22 will then normally be somewhat larger in area. Conversely, when the rod 26 is turned in the opposte direction to raise the valve member 22, the space around the valve member 22 will be reduced in area.

It will also be appreciated that for low speeds and comparatively small power demands, the parts may be adjusted so that the valves will not be opened until it be desired to supply anti-knock or other uid to the engine. This may be accomplished by having the eccentric 33 and the lever arm 30 in a higher position, as shown in dotted lines, so that the arm 30 does not contact with the thimble 1'7 until the throttle has been opened to a sufficient extent to cause the engine to run at a higher speed than would normally be required. In other words, the supply of the antiknock or other fluid need not be caused to enter the fuel stream or supply until more than normal or comparatively low power or speed is required.

If it be necessary to supply a larger amount of huid to the engine at all times including the supply of fluid at low speeds the knob 37 may be pulled out by the operator which will lower the position of the eccentric 33 so that the arm 30 will come into contact with the thimble 17 and depress the same practically simultaneously with the depression of the accelerator or an opening of the throttle.

Thus adjustment may be had to cause the supplementary fluid to be supplied at any desired depression of the accelerator or any desired open- A ing of the throttle.

.fluid or fuel, it may that when the engine is It is to be understood that my met od for adding supplementary fluids to a main stream of a fluid or a fuel producing power in an internal combustion engine, is not limited to fluids which are entirely miscible with other fluids, such as gasoline. When the supplemental or fractional supply of fluid is added to the main stream of a be added at a point in the main stream where the mixing action will be most active, and although the fluids are not mixed as a true solution, they are mechanically mixed by being divided into such small particles that the ultimate effect or result is substantially the same as when a true solution of one fluid with another is obtained.

,Having described this embodiment of my invention, what I claim and desire to protect by Letters Patent is:

1. The method of supplying a supplementary fluid to an internal combustion engine or similar device, which comprises positively forcing an increased flow of said fluid to said device'in proportion to increased power developed thereby, said flow being produced in direct proportion to the manual operation of the power-controlling mechanism of said device.

2. The method of supplying proper volumes of a supplementary liquid to a main stream'of fuel, which comprises forcing said supplementary liquid into said stream by positive gaseous pressure on said liquid above atmospheric pressure, said pressure being produced in direct proportion to the quantity of said stream of main fuel passing the point therein where said supplementary liquid is introduced, and varying the flow of said liquid independently of said pressure.

3. The method of supplying proper volumes of a supplementary liquid to a power generating device, which comprises causing a fiow of a main stream of fuel to the intake of said power device, adding said supplementary liquid ,in varying quantities to said ow of fuel by positive gaseous pressures thereon above atmospheric pressure, which pressures are produced in direct proportion to the amount of power generated by said power device, and varying the flow of said liquid independently of said pressures.

4. The method of supplying a supplementary liquid to a main stream which comprises forcing a flow of said supplementary liquid into said stream by positive gaseous pressure above atmospheric pressure and continuing the action of said pressure on said supplementary fluid indirect proportion to the manual control of the quantity of said stream of main fuel passing the point at which said supplementary fluid is introduced, and simultaneously varying the rate of flow of said fluid independently of said pressure.

5. The method of supplying proper volumes of a supplementary fluid to a power generating device, which comprises causing a flow of a main stream of fluid to the intake of'said power device, adding said supplementary uid in varying quantities to said flow of the main fluid by positive mechanical pressure, and continuing said flow by pressures on said supplementary fluid, above atmospheric pressure, which pressures are produced in proportion to the rate of ow of said main fluid and themanual control of the amount of power generated by said power device.

LEO B. KIMBALL.

proper volumes of of fuel,V 

